Combined headlight and direction indicator for vehicles, and controlling device for same



June 7, 1938. R. LOCHMAN 2,119,549

COMBINED HEADLIGHT AND DIRECTION INDICATOR FOR VEHICLES, AND CONTROLLINGDEVICE FOR SAME Original Flled Feb 8 1932 5 Sheets-Sheet 1 INVENTOR.

AT ORNEY.

June 7, 1938. R LOCHMAN 2,119,549

COMBINED HEADLIGHT AND DIRECTION INDICATOR FOR VEHICLES, AND CONTROLLINGDEVICE FOR sAME Original Filed Feb. 8, 1932 5 Sheets-Sheet 2 m M W N 1 ATTO E Y.

June 7, 1938. E R LOCHMAN 2,119,549

COMBINED HEADLIGHT AND DIRECTION INDICATOR FOR VEHICLES, AND CONTROLLINGDEVICE FOR SAME Original Filed Feb. 8, 1932 5 Sheets-Sheet 3 A TTO E Y.

June 7, 1938. E. R LQCHMAN NED HEADLIGHT AND DIRECTION INDICATOR FORCOMBI VEHICLES, AND CONTROLLING DEVICE FOR SAME Original Filed Feb. 8,1952 5 Sheets-Shee'b INVENTOR.

June 7, 1938. R, LOCHMAN 2,119,549

COMBINED HEADLIGHT AND DIRECTION INDICATOR FOR VEHICLES, AND CONTROLLINGDEVICE FOR SAME Original Filed Feb. 8, 1932 5 Sheets-Sheet 5 INVEN TOR.

ATTO 15y.

Patented June 7, 1938 1 UNITED, STATES PATENT OFFICE Emil a. Lochman,Milwaukee, Wis.

Application February 8, 1932, Serial No. 591,690

. Renewed September 1, 1937 5 Claims. (Cl. 177337) similar naturedisclosed in my copending application Serial No. 470,985 filed July 26,1930.

The primary object of this invention is to provide a vehicle headlightsystem having new features and capable of furnishing important servicesin addition to those of the headlights now in use without increasing theconsumption of electric current used or adding lamps, and to increasethe safety and riding comfort and enjoyment of the users of the vehicle.

A further object of the invention is to provide directionsignals, whichwill be apparent in either day or night driving, with a special view tomaking daylight signalling far more effective by simultaneously lightingthe headlights together with the traiilc signal in order to readilyarrest the attention of other vehicle drivers, as well as pedestrians,of intended turns of the vehicle, thereby increasing the safety of thevehicle in tramc.

Another object of the invention is to provide an improved controlmechanism arranged in such relation tothe steering wheel of the vehiclethat the operator need not remove his hands from the wheel in order tooperate the headlight and signal apparatus.

A further object is to provide a simplified and more effective operatingmechanism including a new single tooth and single groove pair of bevelgear sectors containing elements for automatically returning to straightahead position, thus saving a considerable number of operating parts,-aswell as providing means for taking up all wear of said sectorsautomatically, thereby preventing rattling of parts. 7,

Another object is to provide a more effective automatic resetting systemfor said signals fitted to and operating with the steeringfwheel andprefixed separately for a greater right hand turn 'and for a lesser lefthand turn, according to a greater turn of the steering wheel for a righthand turn; and a lesser turn of the steering wheel for a left hand turn,thus keeping the signals and headlights on until the vehicle has turnedabout two thirds around the corner.

Still another object of the invention is to provide, in combination withthe headlights of a vehicle, means whereby a portion of the light may bereflected in any desired direction, the remainder being normallyprojected ahead upon the road, whereby the lights may be used also as atouring light to illuminate the sides of the road, and render roadmarkers, signs, crossroads, etc. visible.

Another object of the invention is to provide a device of this characterwhich is applicable to any automobile without special alteration of theparts of the automobile. I

A further object is to reduce trailic noise by providing a small hornand button switch for ordinary city driving, and a larger horn wired toand operated together with said smaller horn from a second button switchfor giving quick and power-. ful danger signals for country driving, andin any dangerous situation.

A further object is to have the moving parts of the headlights small andof relatively light weight, and to provide a rod, link and hingeconnection and an automatic release for returning theseparts to theirnormal straight-ahead position when the driver has about completed theturning of a corner.

Another object of the invention is to provide front and rear directionsignals of uniform construction and prominent uniform location withrespect to the longitudinal center of the vehicle,

so that they are visible a considerable distance from the front andrear, sidewise directions.

A further object is to provide means whereby the front and rearsignalling may be performed by the driver by one movement of a leverwithout releasing his hands from the steering wheel, and another objectis to combine these light signals with a sound signal by the same singleoperation of a lever, with its horn button end.

A further object is to provide, in combination with the headlights of avehicle, means to effectively prevent glaring while at the same timelighting up the right or driving side of the road brightly and withincreased intensity, thereby greatly increasing the enjoyment and safetyof night driving.

With' the above and other objects in view the invention consists of theimproved combination headlights, touring light and tramc, signals forvehicles, for both front and rear signalling, and their parts andcombinations, as I will proceed now more particularly to explain andfinally claim.

In the accompanying drawings as'well as in angular illustrating theinvention, in the several figures of which like parts trical circuitbeing shown diagrammatically. Fig.

operative relation to the steering wheel, and of a headlight andpointer, as well as the rod, link ready to automatically release theparts for straight ahead. Fig. -19 is a front view of the mountingblock. Fig. 20 is a sectional view on the normal position of the contactplate I, as well as the manner of hooking the gear springs I22, I23.Fig. 21 is a rear view of the mounting block showing the wires connectedto the respective and hinge connection between the controllingapcontacts. Fig. 22 is a perspective view of the paratus and theheadlight, all shown in straightbearing block for the operating rod H4with its ahead position, and with parts broken away in single toothgear. Fig. 23 is a plan view of a the interest of clearness. Fig. 3 is aperspective pair of single tooth, single groove flexible bevel frontview of a headlight and pointer set for a gear sectors set at an anglefora left turn. Fig.

left hand turn, with the link and hinge connec- 24 is a top view of thesingle groove gear sector 10 tion in said respective position, withparts broken IIB, showing its single groove and the sockets for away toclearly show this detail. Fig.. 4 is a receiving the operating springs.Fig. 25 is a central vertical cross section of the release 24perspective view of a clip for holding and adjustshown in connectionwith respective operating ing the operating springs with one spring inparts. Fig. 5 is a vertical side view of the rod, hooked position. Fig.26 is a top plan view of the 1 link and hinge connection for operatingthe steering wheel hub with the release sector S, and moveable parts ofthe headlights, with parts the release ring 51 in straight aheadposition. broken away to show the operating features in Fig. 27 is across section on line 2'I--2l of Fig. 26 proper relation to each other,and a dotted view showing the method of mounting the sector 5 showingthe respective swing of said parts. Fig. on the hollow hub of thesteering wheel. Fig. 28 20 6 is a front view of the ratchet for holdingand is a perspective view of the mounting yoke SI for releasing thecontrol lever. Fig. 7 is a plan view holding the mounting block firmlyagainst the of the headlights and their mounting, the operatsteeringpost, and its rearward extension parts ing and moving parts being shownas set for a for operatively mounting the respective parts right handturn. Fig. 8 is a sectional plan view against the instrument board orother member of 25 of the headlights provided with reflectors of conthebody of the vehicle. Fig. 29 is a cross seccavo-convex or saucer-likeform, curved upon tion of the mounting bracket and an extension boththeir vertical and horizontal axes and show- Shown in Ce position and Sw in dOtted ing the light reflecting effect with the reflectors angularposition Fig. 30 s a fr nt V ew of a d 30 partially turned for nightdriving and lighting up mounting bracket and said extension. Fig. 31 30the right side of the road, herein further referred is a ho i o t lCross Section through the center to as touring light. Fig. 9 is avertical, longiof themovable reflector showing the free passage tudinalsectional elevation of the outer headlight of the light rays in itsnormal straight ahead posi- 0, showing the pointer and its mounting ineletion, as well as showing its concave and convex 35 vation and it andthe reflector at an angle as in reflection surfaces. Fig. 32 isanenlarged view Fig. '7, the concave side of the reflector being set ofthe central section. I of the operating lever L to the outer or righthand side of the road. Fig. and the release 44 illustrating the markedposi- 10 is a front elevation of the rear signal showing tion fortouring 8. 3 S a a tio the method of mounting and operating same. viewon line 3333 of Fig. 12 showing the mount- Fig. 11 is a plan view of therear and front signal, g a d Wi ing of t S a lightsboth being of likegeneral construction, the elec- Referring now to the drawings, Startingw trical circuit being shown diagrammatically and the control apparatus,L is the control lever havattached to the switch operated by the lever Ling a hollow central section I and two extending and all shown set for aright hand turn. Fig. 12 arms 2 and 3 having respective channels 30 re-45 is a sectional view of the front signal taken subceiving theinsulating casings 29 for carrying stantially on the line I2--I2 of Fig.11, shown and protecting the respective circuit wires 22 however withthe top attached and in cross secand 23 to the horn button switches 21,2B mounttion. Fig. 13 is a front elevation of my invention ed insuitable sockets in the outer ends of said with the signal parts removedfrom the headarms 2 and 3. The switch plate 4 has a bore 5 lights andthe front signal mounted in place throu wh c t e pivot Passes and whichthereof, also showing the location of one of the gether with the screws3| mount it firmly on the signal horns. Fig. 14 is a side elevation ofFig, lower edge of the hollow section I thus forming a 13, showing theornamental streamline effect of .chamber 4 into which extends thecentral raised the front signal as mounted and combined with section I4of said switch plate, which has a socket the radiator casing;both Figs.13 and 14 showing 6 into which the contact plate I is loosely inserted.the effective daylight signallingby lighting the Four small springs I'Iare set into four small headlights in connection with the front signal.sockets I1 and the outer ends of said springs are Fig.15 is an enlargedside elevation of the con Seated and press into the four hollow Contacttrolling device mounted in its proper position on points l2 and I3, andSaid Contact plate 7 th teering h 1 ith parts broken away t is held in aresilient position in said socket 6 by bring t t connection d positionof its a hollow rivet 8 passing through a countersunk working parts Fig16 is a top plan of the lever hole 8 and riveted over so as to allowsufficient L with parts broken away Show the switch play for the contactpoints to extend over the parts and wiring mounted thereon its bottomsurface sufficiently to always form a commotion with the mounting m Fig17 is plete contact when switched over the contact a sectional view online l'I-I'| of Fig. 16 also plugs for t g the S gnals and headreadingwith Fig. 18 by having the contacts closed lights for a l t rn. nd theplugs ll l3 for for a left turn. Fig. 18 is a top plan view of the li hng h i ls n hea l ts f r a ri h respective controlling parts set for aleft turn, hand turn. The contact plugs are firmly mould- 7 and thesteering wheel turned to the left and ed into the mounting block and areset even with the surface of the latter. The contact plate and contactplugs are preferably made of bronze for efficient wearing and electriccontact service.

line 2020 of Fig. 19 showing the respective slots and openings forpassing the wire cables, and

Said contact plate I is preferably stamped outof sheet metal and has asmall lug I9 extending up- 76 wardly through a slot I into the 'hollowchamber 4' where it is connected to wire 2I with the small screw 20.

The wiring diagram depicted in Fig. 1 shows the single wire system usedin automobile lighting, leading from the battery 24 to the respectiveswitch and from there to the operating object where the circuit iscompleted by ground return through the metal construction parts of theautomobile to which the battery is also grounded by wire 26. Theheadlight wires I2" I3" lead from the headlights I 0 through the cable'I'I to the contacts I2 I3, and the signal wires I0" II lead from thesignals through the same cable 11 to the contacts I0 II (see Fig. 21)and the wire 2i leading from the battery connection 25 to the contact 20of the contact plate I which has four contact points, and alwayscompletes the headlight circuit, thereby. lighting both headlights, andone signal circuit, thereby lighting one side of the signal, as shown inFig. 11 where the lever L carrying said contact plate I is set'for theright turn and the right signals and both headlights are lighted. Thesignalling horns 2II 22I are connected as follows: Wire 23 leads fromthe large lower pitched horn 22I to the horn button switch ,28 and fromthe return connection 23 of said switch to the battery connection 25,and the smaller higher pitched horn 2I I, preferably located between theheadlights in front of the radiator, has its wire 22 leading through thecable 16 to the horn button switch 21 and from the return connection 22to the battery connection 25.

Another wire 22' is shunted in on wire 22, also leading through cable16, but to the horn button switch 20, so that when that button switch 28is closed the-large as well as the small horn is sounded,

This double .horn arrangement coupled with the two-button switch lever Lsupplies the improvement of selective'hom signals now requiredespecially in the large cities to reduce the trafllc noise, by givingthe selection of sounding the small horn in city trafilc, and both hornsfor highway trafllc in the open country, or in any dangerous situation,by opening only the fingers of one hand for operating either the smallhorn by pressing the button switch 21, or both horns, by pressing thebutton switch. 20. It will be noted that in either case only the fingersof one hand need to be opened to reach the horn button, while both handsretain their usual position on the steering wheel. This is of greatimportance, as the old position of the horn button in the center of thesteering wheel requires one hand of the driver to be entirely releasedfrom the steering wheel in orderto sound the horn, while both hands arerequired for effective steering in dangerous situations. It will furtherbe noted that the light and direction signals for .an intended turn areoperated at the same time and with the motion 01 the fingers of the samehand, when sorequired, as the sounding of the horn or horns. It isfurther evident, that the wiring for the double horn signal may bechanged from button 20 to button 21.

The controlling device with its double armed ward extending bearing 223passing through a hole 224 in the instrument board I09 and is mounted onthe latter by the small bolts 220, it further has a setscrew I 08 and aconvex rear surface I I2, and by means of the latter, is brought inperfect alinement with the front bearing I59, located in the radiatorcasing I92, so that the operating rod H4 turns freely in said bearings.When said bearing block H2 is thus adjusted and firmly set and mounted,said bolt I01 is tightened, which then holds the rear end of saidmounting yoke 9| in proper working position. The respective distance andangle between the instrument board and the steering post and wheel,differ greatly in the various makes and sizes of automobiles, thereforean adjustable extension is provided (see Figs. 28, 29 and 30) where thebearing bracket I06 is set a considerable distance away from theinstrument board I09 and the adjustable bracket I00 is set on saidinstrument board holding an extension 9'! by screw bolts 99 which arepassed through slots I02, and said bracket has a tapering collar so thatsaid extension may be set at suitable angles as shown in dottedpositions in Fig. 29,. and the said bracket I00 may be reversed as shownin dotted position in Fig. 28, so that it may be mounted on anyconvenient part of the automobile body, or in any position on theinstrument board. These respective assembled parts bridge the gapbetween the instrument board and the steering wheel and post and form aconvenient covered passage for the operating rod H4 and the variouswires leading to the respective switches and form the wiring bridge B,which has the supporting lugs 95' punched and bent inwardly for locatingand supporting the mounting block II when the mounting yoke Si istightened on the steering post I0. A metal bushing 84 (Figs. 19 and 20)is moulded into the mounting block "II which is preferably moulded ofthe phenolic condensation product, commercially known as Bakelite orother suitable n'on-conducting material, and the bore 05 forms thebearing for the pivot 43 which has a reduced section 45 and a key 46(see Fig. 4) which is passed through the keyseated bore 45 in the leverL (Figs. 15 and 16), and the nut 41 and a suitable safety orspring lockwasher 50 (see Fig. 4) mount it firmly on said pivot 43, on which thesingle groove sector I I8 is also firmly held by a driving fit of theouter keyseated end of pivot 43, and the key 223 into its appropriatelykeyseated bore I I0.

The single tooth and single groove bevel gear sectors H1, H8, see Figs.22, 23, 24 and 25, form a very important element in this new controllingdevice; they do away with a third bearing and connected parts formerlyrequired for the'resett ,ting device for straight ahead, and make'theentire controlling device more compact, and more ready to be installedas an assembled unit, much easier to be installed in an automobile, and,most important, readily adaptable to the greatly varying angles of thesteering post and steering wheel to the instrument board or body memberto which the device mustbe attached, or, more specifically, to thegreatly varying angles between the steering post and the operating rod II4. The steering post I0 is in' many automobiles itself adjustable upand downward to suit the driver,

and this device must follow this adjustment readily. However, theregularly cut bevel gear sectors formerly used would not adaptthemselves to such adjustment, as the bevel gear teeth would loose theirpitchline contact when set oil and loose play and rattling of thecontrolled parts. All of these difficulties are overcome by my newsingle tooth and single groove bevel gear sectors I I1, I18 as they arevery pliable and keep a positive working contact with each otheralthough the single tooth II'I is lifted clear out of the single grooveI20 as shown in Fig. 23, where the sectors are shown set at the extremeangle required for signalling a left hand turn. The difference in radiusbetween the present sectors is about one to four, and the layout is madeas for other bevel gears, see pitch lines I30, I3I. However, the singletooth sector HT, is made by simply bending the end of the rod I I4 forthe required length of the'sector at a sharp right angle and thenforming the tooth flat in front and back and circular at the bottom-andwith the required pitch angle. This tooth is extended by a flat link II5having a bore near the bottom through which the pivot I I6 is passed,and the tooth is bored in its center so that the axis of the pivot I I6forms the pitch line for both sectors H1, H8, and said pivot is eitherscrewed or, preferably, riveted into said tooth in a manner so that saidlink turns readily on said pivot II6. The pivot has a head, andsuflicient end play is allowed for said loose link II5 so it may be setfor various angles or pitch diiferences by slightly bending said pivotat the end where it enters the tooth, thereby the same pair of sectorsmay be used for considerable variations in pitchlines or pitch angles.For a very decided difference in the pitchline or angle all that isrequired is to bore the hole in the tooth at the required angle. Thisdoes away with expensive machinery for cutting the regular bevel gearsectors formerly used, special cutters and layouts for each new angle ofsuch sectors, or expensive special dies for die casting such sectors,which readily mount up to many thousands of dollars,

as different dies are needed for each different angle of such pairs ofbevel gear sectors. The single groove sector II8 has said grooves I20 inthe center of its face which is formed into two half teeth I2I and theouter part thereof is held constantly in contact with the single toothsector IN by springs. I22 I22, as well as springs I23 I23. Said springspass respectively through holes I22 I22 and I23 I23, and their top loopsI22" I23 are passed over the respective hooks 81, 88, which are firmlymoulded into the top section of the mounting block "II, while the lowerends of said four expansion springs are passed through the clips I24 andset for the required tension by pushing the clips between coils for anyrequired length of said springs to give any required tension, then saidsprings are hooked in pairs on each side of the elongated .hub of thesector II8 by hooking the clips with their respective slots I26 onto thescrews I21, the

heads of same holding said clips firmly. It will of keeping the twosectors in positive contact with each other, and further toautomatically take up all possible play or lost motion between saidsectors, by the constant tension these springs jointly exert on saidsectors and especially of the link II5 they form a definite extension ofthe single groove I20 and while the tooth Ill is lifted clear out ofsaid out groove I20 and entirely loses the contact with the outer halftooth I2I, the tension of the said springs keeps the tooth II! inpositive tight contact with the inner half tooth I2I, so that at anypoint within the limit of the swinging motion of these sectors H1, H8they are always in positive engagementwith each other. While all foursprings bear against the loose link II5, it will be noted that the upperloops of the springs I22 are hooked on the inner hooks 81 while thesprings I23 are hooked on the outer hooks 88 and the latter havetherefore a more positive action to return the sectors into their normalstraight ahead position, while the former have a more positive action onthe link H5 and tooth III. As shown in Fig. 15 the top ends of thesprings are set at a slight forward angle to accommodate the pitchlineand are held in said position by the said hooks. This causes a closesliding con-- tact of the bearing surface I32 against the flat bearingsurface II see Fig. 21, showing the rear view of the bearing block "II,and alsocauses an easy sliding action of the center section I of thelever L on top of said bearing block- II.

The re-setting system for automatically re-settingthe respective signalsto the normal straight ahead position comprises the following parts,which are co-acting with the lever L and the steering wheel 62. Duringthe normal straight ahead position the small roller 36 of the ratchet 38(Figs. 6, 15 and 32) is pressed into the notch 33 by the compressioncoilspring 42 set into the socket 4| of said ratchet, and exerting itstension by resting on top of yoke 9|, against said ratchet, which ismounted for pivotal action by bolt 40 passing through the lugs 40 andthe holes 95 (Fig. 28) in said yoke. and the bore In (Figs. 16, 20 and21) in the top section of the mounting block 1-I, so that its pocketsection 39 covers the top section of said block together with its partlyexposed cables 16, TI, and its top section 38 comes in close alinementwith the notched face I' of the center section I of the lever L.

, When the lever L is set over to the left turn of the signals, see Fig.18, then the small roller 36 rests in the notch 32, and holds therespective signals in said position as shown in Fig. 3. This signal isset while the driver is about in the middle of the block, intending toturn the next left hand c0rner, and the pedestrians and oncoming orfollowing drivers are warned that such a turn is to be made, by thefront and rear signals and by the light-stream signal sent over totheleft side of the street from both headlights and lighting across saidcorner before the driver turns the corner. A loose ring 55 (Figs. 2, 15and 18) is held in'turning position between the collar surface 59 andthesector surface 58. Said sector is part of the hub 63 of the steeringwheel 62 and comprises the raised rib 50 positioned for a left turn, andthe raised rib GI positioned for a right turn with respect to thestraight ahead position -of the steering wheel 62, and the raisedconnect- "flared bore 53 (Fig. 4) through which the bolt 39' and beingscrewed into the bottom web there- 31 passes and connects said releasewith the ratchet 33 by further passing into the top-section 38 andthrough the small roller 36 holding same in turning position within thesmall pocket of by its screw threaded end 31. The release 44 has a flatsection (Fig. 4) adapted for contact with the raised surfaces 52 of thestop-sections I3 which are moulded with and are part of the bearingblock II, see Fig. 19, and the stop edges I4 act as a stop for thelimited swing of lever L about the pivot 43. When the driver is nowturning the left hand corner and is about two thirds around said corner,his steering wheelt62 and all related parts are in the positionas shownin Fig. 1.8, which is at the instant when all the parts are ready forautomatically releasing, the parts and connected signals for straightahead. As shown, the loose ring 55 has been pushed along by left turnrib 60 striking'the lug 56 extending from said ring, and the wedge 55',carried and extending from said lug 56, is now striking the wedge-point5| of the release 44. Thus a small fraction of a turn of the steeringwheel pushes the release 44 upwardsabout its pivot and releases the holdof the small roller 36, by lifting it out of notch 32.v Then therespective springs I22, I23 automatically return the lever L and allconnected signals again to the normal straight ahead position. Thisposition with reference to the re-setting device is best shown in Fig.26, where the arrow 61' indicates the straight ahead position of thesteering wheel 62. The hub-section is broken away showing the loose ringin its normal position with the lug 56 and its wedge 55' hanging in avertical position, and the sector S, with its push-rib for the left handturn,

strikes said lug 56 sooner and with. a lesser turn of the steering wheelthan the push-rib H, which strikes the lug 56 later, or with a greaterturn of the steering wheel 62, for a right hand turn,

which is required to give the automobile the rightv angle turn aroundthe right hand corner. For the left turn, the driver has the left sideof the street free and, with a lesser turn of the steering wheel. isturning the automobile in a lesser angle or curve around the left handcorner, therefore the push-rib 60 is fixed as shown for said lesser turnof the steering wheel 62, so it will re- J lease the lever L and theconnected signals auto-' matically for straight ahead when theautomobile so equipped has made about two thirds of a turn around theleft corner, which leaves a little more turning of, the steering wheelto release the parts as required for the position ready for the leftrelease as shown in Fig. 18. The average automoand the manner in whichit is attached to a hollow steering wheel hub 64. ,As said hollowsection contains certain other electric switches (not shown) and iscompletely covered on top, it is quite important not to disturb saidparts, or lose a lot of time to remove some of them, therefore I bore agood size hole 66 into its thin wall of die casting metal which is soft,and as said sector must stand for over a million turns during the lifeof the car, the way of mounting said sector is very important, smallscrews should not be tapped into said thin wall as they would soonloosen up and fall out, and the shavings or metal cuttings would remaininside said hollow huband soon spoil the action of the switches therein,therefore said hole 66 is large enough to remove all the metal cuttingsfrom said hollow hub, then the sector S with its separate round shapedhook 61. is passed through said hole and firmly hooked by pressing itdownward and then tightening the screw 68 which passes loosely throughsector S and mounts the latter tightly against the outer part of the hub63. Said sector 8 has two extending lugs 65 which are firmly mounted onthe upper heavier rim of said hub with screws. 65',

which do not extend into said inner chamber- This separate sector S. isfor equipping finished automobiles, but for automobiles prepared andplanned to install this signal system the 'pushribs 60 and 6| with theircross connection ribs 58' best shown in Fig."15, are cast as an integralpart of the steering wheel hub 53. The same is true with respect to theloose ring 55, which for ;a finished automobile is made in two halves,which are passed around the hub and Joined with links and hollow rivets(not shown), while for automobiles planned and equipped for this signalsystem said loose ring is placed in position before the extra.finishingring 59' is fastened, against which the lower edge 59 of said loose ringbears, while the upper edge 51 bears against said cross rib edge 53, andis further held in place by the outward flaring hub 63. It is mostimportant for an automobile signal system to have an accurately andsmoothly working automatic re-setting device, as otherwise there-setting of the signals for straight ahead is too often forgotten bythe driver, and the wrongly set signals misinform and badly confuseother drivers and pedestrians and so do more damage than good.

The combination headlight and signal system will now be furtherdescribed. The operating rod II4, leading from the bearing block I06,passes through a hole in the partition I 34' and through a supportingwasher I34. It has a tubular extension I40 firmly. attached to it by thesplit collar I36 set tight by screw I31, and the front part is tightlyclamped on the short rod II4 by the split collar I38 and screw I39, seeFigs. 1 and 5, and said rod terminates into the flat hook I42 with itstapering point I43. This hook is passed into the opening I46 of the linkI45 and is pivotally connected thereto by the pivot I44.

The link and ball-hinge shown in Figs. 1, 3 and 5 forms a very importantoperating unit between the rod H4 and the connecting rod I56 pivotallyconnecting the two pointers I65, as it is not only strong and veryeflicient in its operation but decidedly ornamental, and fits very wellinto the design and grouping of parts. of which the headlights withtheir pointers and the radiator casing I92 form the principal members. Aball I48 with its shank I50 is rigidly mounted into the tapering top endI45 of the link I45. The.

ball-hinge I5l is preferably punched out of sheet member for said hingeII.

metal, having an upper and a lower half, both halves having a half roundbearing section I55,

forming the hinge connection with the connecting rod I 56, and theraised section I51 of the hinge is mounted firmly on said rod I 56 andis placed in the cut-out I51 and forms the side-thrust The'top sectionof said hinge is bent in a rearward angle to give the ball socket I58the proper position, so that the lower half of said ball socket with itscut-out I54 has suflicient clearance for the forward and sidewise swingof said link and ball-hinge needed by said shank I5 0 in the motionsas'illustrated in Fig. 3, and in the dotted position of Fig. 5, whichlatter also shows how the tapering hook 42 allows the forward swing ofsaid link I45, the hook being located inside of the tubular link, asdescribed, and having its flat sides in sliding contact with the sidesof said flat hook I42, thereby giving a strong and unfailing workingcontact for said parts. The two halves of said ball-hinge I5I areproperly connected to said ball I49 and said rod I56 and are then firmlydrawn together by the small bolt I53, or by bending over binding lugs(not shown) whichare left extending from the top-half of the hinge instamping.

The pointers and movable reflectors I80 are fully described in my saidformer application but here shown in new uses and relation of parts, inFigs. 1, 3, 7, 8, 9 and 31. The pointers I65 are provided with crossribs I65 and are thereby divided into distinct rearward and forwardsections, which latter sections terminate In heads I66 preferablyprovided with red glass crystals I61, operating in connection with thesign Turn" on the upper sections I12 of the outwardly curved lenses I10,best shown in Fig. 3, illustrating a left turn signal, and also showingthe light-stream signal lighting across the left side of the road, withsaid light streams from both headlights,

reflected through the plain' clear sections I15 of said lenses I10. Thebearings I16, I18 (Fig. 9)' are mounted in a vertical position by screwsI11, I19, to the casing I9I. The pivot I86 passing loosely through saidbearing I16 firmly connects said pointer with the movable reflector I bythe end hook I81 passing through the loop I88 and firmly clamped byscrew I88, and the pivot I89 loosely passing into the lower bearingcomplete the mounting of these parts for joint pivotal action.

The movable reflector I80 is dishedor saucer shaped, with a convex sideI8I and a concave side 2I6 as best shown in Fig. 31, which furtherillustrates its normal straight-ahead position as related to thelongitudinal center line 0 c of the headlight, showing that in saidposition the light rays from the light I85, pass the reflector freelyand produce the regular straight ahead roadlighting, but the reflectedrays from the regular stationary reflector I84 against said movablereflector increase the so-called side light very considerably andincrease the road lighting effect. The movable reflector I80 hasasemi-circular cut out I82 and tapered edges I83, which are both for thepurpose of ,letting light rays freely pass the rear part of the movablereflector by providing a suitable opening. This permits a certainsection of light rays C to pass from the light I85 and the stationaryreflector I84, see Figs. 8 and 9 for regular road lighting. The movablereflector I80 has two reflecting surfaces NH and 2I6, as described, andtherefore in turning said reflector, either for a right turn or for aleft turn, the respective light signals from the headlights are producedby either one side or the other of said reflector. For operating saidreflectors and pointers, the rear part I68 of'the latter is pivotallyconnected each to one end of the connecting rod I56 by pivots I69. Thefront part of the operating rod H4 is passed through the tubular bearingI59 which passes through the hole 2M (see Fig. 7) in the outer rim ofthe radiator casing 2I4 and is fastened thereto by the bracket I6I withscrews I6I, while the front of said bearing passes through an additionalcover I62 which may be used for adjusting said bearing and is thenfastened with screws I63. The location of this hearing and operating rodadjacent to the radiator is very important for driving in cold weather,as it keeps said parts and the link and ball-hinge connection fromfreezing, especially in a sleet storm, while the larger central part ofthe pointers which are hollow below, keep thewater from its pivotbearing and the heat of the light keeps these parts from freezing. InFig. 7, the effect of the combined readable direction signals for aright hand turn.

and the bright light stream signals 2) reaching same time the roadstraight ahead is still well lighted. The light stream a, presentsdimmed light, and the section 0 regular road light, passed from behindthe out out section of the movable reflector I80.

The touring light and dimmed light and their respective effects in nightdriving is shown in Fig. 8, where now, differing from former use, themovable reflectors I80 are both set with their concave sides 2I6, to theright side, or driving side of the road. As these concave sides are themore powerful reflecting surfaces, the combined light streams b fromboth headlights illuminate said right side of the road brightly, and asthese light streams spread in an upward and downward direction when saidmovable reflectors are set sideways, (see light stream b c in Fig. 9)said side of the road is lighted from the ditch up to a height offifteen to twenty-five feet, according to the distance of the house orscenery or otherobject from said headlights. This touring light greatlyincreases the enjoyment of night driving and is effected by setting thelever L a short distance to the right until the small roller 36 rests inthe notch 34; see Fig. 32, where the word Touring light is marked on thesection I of lever L and is plainly seen through theframelike opening inthe release 44, and the lever is set over, as stated above until thesmall arrow is in line with the point 44' of the release 44. SaidTouring light is used for all driving in the open country and in anypoorly lighted sections in the city, and is far moreeffective than thespotlights now in use, and will replace the same, as a far greater areaof ground and scenery is lighted up without the use of additional lightsor electric current. accidents, as it clearly shows up the ditch lineand any obstruction or defect in the road as well asbringing road signs,cross roads and dangerous railroad crossings into plain view.

The dimmed light sections a a protect the oncoming driver and do awaywith the nuisance of glaring headlights which strain the eyes and nervesof the average driver to such an extent that night driving is a nuisanceinstead of an enjoyment. Many laws and rules have been made againstglaring headlights, but no effec- Moreover, it will preventtive changehas been made in the construction of such headlights. My movablereflectors I80 effectively meet this issue and do away with said glare.By setting them atan angle for touring, as shown in Fig. 8, whichreadily portrays the'effect of dimming, the. light cannot shine throughthe metal of the reflector, and the rays passing around it and at theside of it by reflection, are the sections a and c which, however, lightup the road straight ahead well enough for enjoyable night driving. Itwill be noted that both dimmed sections of light a a merge a shortdistance in front -of the headlights I and practically leave the leftside of the road dimmed for the oncoming driver and pedestrians. Whenthe said pointers and reflectors I80 are set for a left turn signal asshown in Fig. 3, the convex sides IBI of said reflectors are turnedtowards the lights I85, which then send a light signal stream across theleft side of the road, but leave'the road straight ahead dimmed in thesame reiationas shown by dimmed sec tions a a in Fig. 7, set for a rightturn.

The rear and front direction signals R and F are alike in their generalconstruction and operation, and are alike in their respecitve locationIl" leads to the contact II. 'whether the signal "rite or the signalleft at or near the longitudinal center of the automobile so equipped.Both extend outwardly and have their respective signal signs I93, I94extending at a certain angle in an outward direction, 50 that said signsI93, I" can be read in a direction straight away and at a considerabledistance from them, as well as in sidewise directions. Referring now toFig, 11, both signals R and F are divided into two triangular chambersIQI, I92 by the partitions 200, to which the lights I, I99,respectively, and "I, 202 are connected, in a manner shown in Fig.33,where the sockets of said lights are set at an angle so that the lightsare in a central position and clamped in respective angular bearingsformed by-the loose blocks 209, 209' and the bottom bearing 209" andheld I tight by the screw bolt 204, so that said sockets extend intotheopposite chamber with exposed ends to which the respective wires III"II" are attached. These wires lead and are fastened to the contacts IIIII where said lights are alternately lighted according to which side thelever L carrying the contact-plate I is thrown by the driver. In saidFig. 11 the lever L is thrown to the right, lighting said signals for aright hand turn where the contact point II completes the circuit byleading the electric current from the battery 24 through the wire 2|attached to said contactplate I by the screw 20, thus lighting thesignal signs I marked "Rite.

The combined lighting of signal and headlight for an improved signalsystem is carried out in the same manner and by the same switch andwiring system, regardless of whetherthe signal is directly attached tothe headlight as shown in Fig. l, or is mounted in proximity thereto, asshown in Fig. 13, or lighted in any relation therewith. In any case saidsystem remains the same, and is carried out for the purpose of readilyattracting the attention of other drivers or pedestrians, or traflicofficers to the fact that a signal is given and in fact forms part ofsaid signal, to thereby more readily draw their attention to thereadable direction signal given, which is rite as shown in Fig. 13,where the signal wiring I3" connects both headlights and is shunted withthe wire I!" leading to contact I! while the wire Thus no matter isconnected by said lever- L, both headlights are lighted at the same timewhen either of said respective signals is lighted. My system of combinedlighting of a direction signal together with the headlight is of greatimportance, especially in daylight signalling, because the lighting of arelatively small direction signal is not readily noticed by daylight,while the lighting of the prominent headlights readily attractsattention, and thereby draws the-attention to said readable directionsignals.

The ornamental effect and utility combined in the practical arrangementof the front signal F, produces a very valuable new combination ofparts. The coversor top-surfaces of said signals R and F differconsiderably on account of the use and differing requirements for theirdifferent 10- cations. The "rear signal R has a green glass crystal 211above the rite signal sign, and a red crystal 2I8 above the left signalsign, and these light up with their respective signals, and

can readily be seen in the rear view mirror by the driver. The cover ofthe front signal F is curved and ornamentally shaped to conform with thedesign of the radiator casing, so as to form a unit therewith. Thisprovides a very useful and new combination of parts for very effectiveuse for signalling, and in addition to other valuable features therespective signal signs point in the direction to which the turn is tobe made, and said points are the terminating ends of the angular signalsign surfaces and taper close to the respective surface to which thesignals are attached, which adds greatly to their distinctive appear--ance and usefulness. See Figs. 13 and 14 which show the attractiveappearance of grouping the radiator casing 2, the front direction signalF and the headlights O and I with their lights I85 lighted inconjunction with the lighting of the "rite signal sign I 94. Fig. 12shows a part sectional side view of signal F, and shows more clearlythat the signal sign frames III! are setat a slight angle for moreeffective reading of the signs from a distance by oncoming drivers aswell as pedestrians who see them at an angle somewhat from above, andfor the same reason, to bring the signals out clearly, a shadow edgeextends above-said signal sig'ns, thereby preventing sunlight fromdirectly striking the signal signs, so that their lighting can readilybe seen even in strong sunlight. 'The ornamentally shaped and curvedcover 205 may be made considerably more ornamental and entirely replacethe present ornamental radiator covers. The signal F and its cover 205have rearward extending finishing or fitting ribs 2B8, so they may beclosely fitted to the curved surface of the radiator casing, where suchsignals are attached to finished cars, the space between said ribspreferably being lined with asbestos to prevent overheating of thesignaLand said cover has a central partition 100" closely fitting thepartition 200, to completely shut off the light from one compartment tothe other. The cover is fastened by the screw 206 to the boxlike body ofsaid signal. It is evident that the radiator casing may itself beextended and signal signs inserted therein, without changing the natureand scope of my invention and claims thereto. ranged in front of theradiator, as is now more or less common practice, may be so designed asto provide for the inclusion in it of the direction signal signs andlamps for same.

The new lens I10, with its pronounced outward curve forms a veryimportant part in my It is obvious also, that a screen arnew combinationheadlight, and is divided into four principal sections, the upper signsection I12 with preferably frosted background and the colored signturn, then a central corrugated section I13 having subdivisions I14 ofsmaller corrugations, then two side sections I15 of preferably clearglass, facing said corrugated section on either side in somewhatstraight downward lines, thus forming said corrugated section into apanel of about one half of the width of the curved surface of said lens,while the clear sections on either side, each take up about a quarter ofsaid curved surface. The decided curve of the lens, and especially thelower part of the corrugated section, improves the roadlight, keepingthe road lit when passing over a hill, where the common straight lensthrows the light upward into the air, so that the road ahead is dark.For touring (see Fig. 8), the movable reflector I80 reflects the lightpartly through said corrugated section and partly through a clearsection I15, while the top section of light is dimmed by said frostedsection I12.

It is quite evident that my combination headlight may be used as aroadlight or spotlight, by reducing the size of its standard parts, andadjusting my lens and movable inner reflector thereto, I thereforeinclude such use in my respective claims.

Variousv changes and modifications are considered to be within thespirit of the invention and the scope of the following claims.

What I claim is:- i

1. In a turn-indicating signal system for automobiles, including meansfor providing a legible signal and a light-stream signal, a signalelement carrying translucent members bearing direction indlcia, electriclamps for illuminating said indicia, headlights, an electric lamp foreach of said headlights, a single electric circuit interconnecting thelamps of said headlights, whereby when one of said lamps is lighted theother will be lighted, a separate electric circuit for each lamp of saidelement, and switch means for separately closing and opening thecircuits of the lamps of said signal element and, simultaneously, forclosing and opening the circuit of said'headlights, whereby theheadlights are lighted to project a signalling light stream inconjunction with the lighting of each separate direction signal.

2. In a signalling device for automobiles, electact members of thebloclg, and means for conmeeting said contact points with a source ofelectrical energy, whereby when said lever is swung into contactposition to the left the left turn indicating signals and said pair ofheadlights are lighted, and when said lever is swung into contactposition to the right the right turn indicating signals and said pair ofheadlights are lighted,

and when said lever is in an intermediate position neither the turnindicating signals nor the headlights are lighted.

3. A signalling device for vehicles, including a headlight having alens, a movable direction indicator pivotally mounted on the headlight,said indicator having an arm the end of which extends over and injuxtaposition to said lens and is laterally movable adjacent thereto,means providing a legend readable with respect to the end of saidindicator and indicating a turn, means arranged adjacent to the steeringwheel of the vehicle and including switch mechanism for said headlightand operable to move said indicator and light said headlight to indicatea contemplated turn of the vehicle, and means operable in response .toturning of said steering wheel for actuating said first-mentioned meansto automatically reset said indicator to straight-ahead position andextinguish said headlight prior to completion of said turn.

4. A signalling device for vehicles, including a headlight having alens, said lens bearing a legend indicating a turn of the vehicle, amovable direction indicator pivotally mounted on the trically lightedsignal devices for indicating a I right turn and a left turn of theautomobile, a pair of electrically lighted headlights, a controllingdevice arranged adjacent to the steering wheel of the automobile andincluding a suitable mounting block, an operating lever and means forpivotally mounting same on said block, a sinof which extends over and injuxtaposition to said legend, means arranged adjacent to the steeringwheel of the vehicle and including switch mechanism for said headlightand operable to move said indicator and light said headlight to indicatea contemplated turn of the vehicle, and means operable in response toturning of said steering wheel for actuating said first-mentioned meansto automatically reset said indicator to straightahead position andextinguish said headlight prior to completion of said turn.

5. A signalling device for vehicles, including a headlight having a lensof convex form and bulging forwardly from said headlight, said lenshaving a legend indicating a turn of'the vehicle, a movable directionindicator pivotally mounted on the headlight, said indicator includingan arm curved to approximately conform to the convexity of said lens andhaving an end movable adjacent to and over said legend, means arrangedadjacent to the steering wheel of the vehicle and including switchmechanism for said headlight and operable to move said indicator andlight said headlight to indicate a contemplated turn of the vehicle, andmeans operable in response to turning of said steering wheel foractuating said first-mentioned means to automatically reset saidindicator to straight-ahead position and extinguish said headlight priorto completion of said turn.

EMIL R. LOCHMAN.

